Automatic train-stop



G. BECK.

MATIC TRAIN ST OP. APPLICATION FILED AUG-19.1918.

AUTO

Patented Sept. 23, 1919.

2 SHEETS-SHEET I 'l'ma cnuvmn PLANUGIIMH Cm. WASHINGTON. m 1:.

G. BECK.

AUIOMATIC TRAIN STOP. APPLICATION FILED AUG. 19. 1918. 1 3 1 6,759 Patented Sept. 28, 1919.

2 SHEETSSHEET 2.

V GEORGE BECK, 01? DENVER, COLORADO.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Sept. 23, 1919.,

Application filed August 19, 1918. Serial No. 250,592.

To all whom it may concern:

Be it known that I, GEORGE BECK, a citizen of the United States, residing at the city and county of Denver and State of Colorado, have invented certain new and useful Improvements in Automatic Train-Stops; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, andto the characters of reference marked thereon, which form a part of this specification. 1

This invention relates to train stops and the object is the provision of such a device which will automatically cut off the steam and apply the air in several applications if the engine runs past a signal.

Briefly, the invention comprises two rotary cams operated by a motor, one cam controlling a reciprocating rod cutting off the steam in one revolution while the other cam controls a reciprocating rod which applies the air in three revolutions, thus making three applications of air instead of only one sudden application. This mechanism is mounted on the engine. A trip adaptedto operate the trip arm is mounted on each semaphore along the track and when the semaphore arm is raised the trip is projected into the path of the trip arm carried by the engine. Ifthe engine passes the signal the motor is started and operates the cams cutting off the steam and stopping the train with successive easy applications of air. In the drawings:

Figure 1 is a vertical section on 1-1 of Fig. 2. p

Fig. 2 is a horizontal section on the line 2-2 of Fig.1. I

Fig. 3 is a fragmentary view from the line 33 of Fig.

Fig, e1 indicates the mounting of the'device on an engine.

Fig. 5 is a plan view of the reciprocating throttle and air controlling rodsfrom line 5-5 of Fig. 1. i

Fig. 6 is a fragmentary view from line 6- 6 of Fig. 5.. l

Fig. 7 is a plan indicating the relation of the parts on the engine and the projecting the line trip of the semaphore.

- Fig. 8 is an enlarged section on line 8 of F 5'- Fig. 9 shows the remote face of the rear cam of Fig. 1.

Fig. 10 is a fragmentary elevation showing the relation of the trip arm on the engine and the trip of the semaphore.

A casing 12, mounted upon the running board A of the engine and having a hinged cover 13 retained by a lock 14, contains the operating mechanism for the throttle control rod 15 and the air control rod 16 which protrude therefrom. The rod 15 is operated by a cam 17 and the rod 16 by a cam 18, these cams being mounted upon opposite faces of a gear wheel 19 and having cam grooves 20 and 21 respectively. The gear wheel 19 is mounted upon a shaft 22 supported in the walls of the casing. The gear 19 is driven by a worm 25 on shaft26 extending from an air motor 27 whose exhaust is conducted to a whistle 127.

Air is admitted to the motor through pipe 28 which is an extension of air pipe 29, the passage of air being controlled by a valve 30. The valve stem 31 extends to opposite sides of the engine and has on both ends trip arms 32. A disk 33 is also mounted on the valve stem 31 being provided with shoulders 35, with one of which the offset end 36 of lever 37 will engage when a trip arm 32 is moved in either direction. The end 36 is urged into engagement with disk 33 by spring 38 connected with the lever 37 A trip 40 having a roller 41 thereon for engagement with trip arm 32 is mounted in .a protecting casing 42 mounted on each semaphore B along the track. This trip rod is projected through the medium of a pitman 43 mounted on a gear 44 suitably con nected for operation by the usual mechanism of the semaphore.

The arms 15 and 16 within the casing 12 are slotted at 50 to run on a guide rod 51 mounted in the walls of the casing. The inner end of rod 15 is provided with a pin 115 (Fig. 1) projecting into cam groove 20, and the inner end of rod 16 has a pin 116 (Fig.9) projecting into cam groove 21, the rods being reciprocated throughthe medium of these pins. Springs 60 positioned be tween the casing walls and the gear wheel 19 and mounted on the shaft 22 hold the rods 15 and 16 in operative position against the cams 17 and 18.

Outside the casing the rods 15 and 16 are provided with universal joints 52, the

, madethe last application of air.

A register 100 is operated by arms 215 on rod 15.

In operation, assuming that the engine passes a signal, the end of the rod 19 carrying the roller 41 will have been pro ected into the path of the trip arm 32 by the semaphore, whereby the arm 32 will be tripped opening the valve 30 and causing rotation of the disk 33 until one of the shoulders 35 passes the offset 36 and allows it to spring into engagement therewith which holds the valve open. The gear wheel 19 will then be rotated through the medium of the air motor 27 and worm 25. The cam groove 20 has but one convolution which causes a complete movement of rod 15 on one revolution and cuts ofi the steam. The cam groove 21 has three convolutions so that the air will beapplied in three applications. When the third application is made the depending arm 216 in making the last step of its forward movement engages the upper end 137 of the lever 37 and releases offset 36 from shoulder 35 permittingspring 34 to restore disk 33 to normal position, thus cutting ofl the air.

The air and throttle controls operated by the rods 15 and 16 will preferably be separate from the usual controls so that the mechanism of this invention will not in any way interfere with the ordinary operation of the usual controls.

When an engine has thus passed a signal, it becomes necessary for the engineer to open the cover 13 of the casing 12 in order to reset the mechanism and release his throttle before the engine can again move under its own steam. The resetting is accomplished by manually shifting the rods 15 and 16 laterally against the tension of springs 60 to release them from the cams, moving them longitudinally and replacing the pins 115 and 116 in their respective cam grooves. The slot 53 in rod 15 is sufficiently long to permit restoring of the rod to its original position without moving the throttle lever 55. Upon returning to the cab the engineer will then manually shiftthe lever 55 before he can use the steam through the ordinary throttle lever.

By extending the valve rod 31 out on both Sidesof the engine and providing two shoulders 35, one of which engages ofiset 36 upon movement of the valve rod in either direction, the device is made operable whether the engine is moving forward or backward.

Movement of the rod 15 to shut off the steam will cause the fingers 215 thereon to operate the arm 101 of the register 100. By this means officials may always determine whether an engineer has run by his signal.

It will be seen from the foregoing that a comparatively simple device is provided adapted to be set in operation by simple mechanism controlled by the usual semaphore alon the track, which will automatically cut off the steam and apply the air in a plurality of successive applications in much the same way that the air is normally manually applied. The timing may be determined by the gearing and the speed of the motor. I

It will be noted that by leading the ex haust from the air motor to the whistle 127 that an audible signal will be made immediately upon the starting of the motor.

I claim:

1. In a train stop, a throttle control and an air control, a rotary member having cam grooves on opposite faces, a reciprocating arm operable by and engaging in one groove to operate the air control, and a second reciprocating arm engaging in the other groove to operate the throttle control.

2. In an automatic train stop, air applying means, means to operate said applying means to apply air in a plurality of successive applications, a reciprocating arm operated bysaid operating means and connected to said applying means, and means adapted to be controlled by a signal for con trolling said operating means.

3. In an automatic train stop, a throttle control and an air control, a rotary cam member operating said throttle control to cut off steam and operating said air control to apply the air in a plurality of successive applications, and means operable by a signal to operate said control-operating means.

.4. In an automatic stop, a steam control and an air control, cam means operating said steam control to cut off the steam, and cam means operating said air control to apply the air gradually, and signal-operated means to operate said control-operating means. i I

5. In an automatic stop, thecombination with a semaphore operated trip, of a steam control, an air control, rotary cam means to operate said steam control to cut off the steam, and rotary cam means'to operate said air control to apply the air gradually, said control-operating means being actuated by said trip.-

6. In an automatic stop, the combination with a semaphore operated. trip, of a steam control, an air control, a. cam memher.:..to

operate said controls to cut off the steam and to apply said air in a plurality of successive applications, said controloperating means including a trip arm operable by said trip.

7. In an automatic stop, the combination with a semaphore-operated trip, of an air control, and a member having a cam groove to operate said control to apply the air gradually, said control-operating means including a member operable by said trip.

8. In an automatic stop, an air control, means to operate said control to apply the air gradually, means operable bya signal to operate said control-operating means, and means to automatically cut off the air when the air-application is complete.

9. In an automatic train stop, an air control, a cam member, a connection between said control and said cam member, said member having a cam groove therein adapted to operate said connection gradually to apply the air gradually, and means to move said cam member adapted to be controlled by a signal-operated means.

10. In an automatic train stop, an air control, a cam member, a connection between said control and said cam member, said member having a cam groove therein adapted to operate said connection in successive stages to apply the air in a plurality of successive applications, signal-controlled means adapted to actuate said cam member, and means to automatically cut off the air when the air-application is complete.

11. In an automatic train stop, a cam member, an air control, a throttle control, cam grooves on opposite faces of said cam member, connections between said controls and said cam grooves, said grooves being adapted to out 01f the steam and apply the air respectively through said connections, the cam groove controlling the air supply being adapted to apply the air in a'plurality of successive applications, and signal-controlled means adapted to actuate said cam member.

12. In a train stop, a throttle control and an air control, a rotary member having cam grooves on opposite faces, a reciprocating arm operable by and engaging in one groove to operate the air control, and a second reciprocating arm engaging in the other groove to operate the throttle control, the air control groove having a plurality of sections in order to apply the air in a plurality of successive applications.

13. In a train stop, a throttle control and an air control, a rotary member having cam grooves on opposite faces, a reciprocating arm operable by and engaging in one groove tooperate the air control, and a second reciprocating arm engaging in the other groove to. operate the throttle control, the throttle control arm having an elongated slot to receive loosely a throttle operating member.

14. In a train stop, air applying means, means to operate said applying means, a fluid motor to. drive said operating means, a fluid supply conduit for said motor, a spring-controlled valve in said conduit, a trip arm connected with said valve, and a semaphore-operated trip to engage said arm, the spring on said valve being adapted to restore said valve to cut off the fluid to the motor.

15. In a train stop, air applying means, means to operate said applying means, a connection between said applying means and said operating means, comprising a reciprocating arm having a projection, a fluid motor to drive said operating means, a fluid supply conduit for said motor, a spring-controlled valve in said conduit, a trip arm connected with said valve and a spring operated lever to lock said valve in open position, said projection on said reciprocating arm being adapted near one limit of its reciprocation to move said lever to release said springcontrolled valve for cutting ofi fluid to said motor.

In testimony whereof I afiix my signature.

GEORGE BECK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

